Tbain-signal



J. UNCZUR.

TRAIN SIGNAL.

APPLICATION man nsc.1|, ma.

Patented Dec. 2, 1919.

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TRAIN SIGNAL.

APPLICATloN FILED 050.11. lala.

1,828,426. Patented Dee. 2,1919.

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JOHN UNozUR, or LINCOLN PARK, NEW YORK.

Specification of Letters Patent.

TRAIN-SIGNAL.

Patented Dec. 2, 1919.

Application led December 11, 1918. Serial No. 266,303.

To all whom t may concern Be it known that I, JOHN UNGZUR, a subject of the Government of Russia, formerly residing in the Province of Vilna, now-residing at Lincoln Park in the county of Monroe and State of Njew York, have invented certain new and useful Improvements in Train-Signals, of which the following is a specification.

The object of this invention is to provide a new and improved signaling device for the purpose of warning locomotive engineers if their engine has taken the wrong t-rack in passing a switch.

This and other objects of the invention will be fully illustrated in the drawings, described in the specification and pointed out in the claim at the end thereof.

In the drawings:

Figure 1 is a side elevation of a portion of the locomotive cab, showing a portion of the signaling device carried in place thereon.

Fig. 2 is a side elevation of the arm that cfwerhangs the track and the support there- Fig. 3 is a plan view of a railroad track and a switch,

Fig. 4 is a plan view of a railroad track and a cross over.v

Fig. 5 is an enlarged detail View of the overhanging arm and the upper end of the support partly broken away.

Fig. 6 is a detail view of the upper end of the support.

Fig. 7 is a vertical section through the overhanging arm on the line 7 X--7 X of Fig. 5.

Fig. 8 is a frontelevation of a trigger placed on top of the locomotive cab.

Fig. 9 is a side elevation of the trigger.

Fig. 10 is a rear elevation of the trigger.

Fig. 11 is a diagrammatic view of the trigger, switch, battery and bell.

In the accompanying drawings, like reference numerals indicate like parts.

In the drawings, reference numeral 1 indicates a locomotive having a cab 2 thereon, on the edge of the roof of which is mounted an electric contact or switch 3 operated by a trigger 4:.

Reference numeral 5 indicates an overhanging arm which is intended to operate the trigger and 6 indicates a support therefor. This support is hollow at the top as indicated in Fig. 5 and the overhanging arm has a bearing therein and is connected thereto by a spring 7 which holds the arm in position to overhang the track or right of way at substantially right angles thereto, permit ting the arm to swing in either direction. The spring 7 is fastened at one end to the overhanging arm and at the other arm to the support and' operates to draw the arm back to its normal position of overhanging the track when moved in either direction. The overhanging arm is provided with a knife edge 8, which in the normal position of the arm rests in the shallow V-shaped recess 9 on the rim of the support, by which it is yieldingly held in place and from which it must be lifted when it rotates in either direction.

The trigger is provided with a base 10 having a lug 11 thereon, on which is pivotally mounted a plate 12. On the plate 12 are provided two arms 13 and 14 pivotally connected to the lug 11 at 15 by a pin. Fastened to the plate 12 is the lever 16 of spring metal which on its lower end is bent at 18 and makes close contact with the vertical wall of the lug 11. The center of rotation 15 is placed farther from the top of the lug than it is from the vertical wall. As the lever 16 moves to the left in Fig. 9 this causes the lower end to be sprung outwardly and causes a resistance to the movement until the lever 16 has passed more than half way between the vertical and horizontal, after which the tendency of the spring to straighten itself at 18 will force the lever down with a snap into contact with the but ton 19 of the switch 3, pushing the button down. This closes the circuit through the wires 20, 21 and 22, battery 23 and bell 24E,

' and rings the bell and thus sounds the alarm which warns the engineer that the signal has worked because he is on the wrong track. The plate 12 is provided with an arm 25 vforming a bent lever therewith to which is attached a cord 26 extending down into the cab by which the engineer can pull the trigger to its upright position again.

The operation of my device is asfollows:

Assuming that the engine is running to the left on Fig. 3 and takes the track at the lefthand side of the switch, the lever 16 will make contact with the arm 5 and will be thrown thereby and will close the switch and cause the bell to ring. But, if the engine takes the right hand track at the switch, the signal will not be disturbed because there is no overhangng arm at the righthand track, or, if there is, its arm can be temporarily turned aside and held in inactive position. This'will cause the4 signarl to operate if the engine runs on the wrong or lefthand track but the si al will not operate if the engine runs on t e right track.

The resistnce of the, arm 5 to the" turn; ing movement will be such that it will hold its position and trip the lever 16 of the trigge and cause the signal to operate but it will yield and swing if it is struck byy the leg of the brakeman who may be near the edge ofthe car roof and thus makes contact with it. It will also be understood that the r arm 5 projects only a few inches inside of JOHN UNCZR 

